Method for integrating a new service into an avionics onboard system with open architecture of client-server type, in particular for an FIM manoeuvre service

ABSTRACT

A method for integrating a new navigation service is implemented in an avionics onboard system comprising a DAL+ core computer and a DAL− peripheral computer for managing the application. The method of integration determines an optimal functional and physical distribution of the elementary functions FU(i) of the new service within the onboard avionics system over the set of possible distributions which minimizes a global cost criterion CG, dependent on several parameters, including at least the additional development cost of the elementary functions integrated within the digital DAL+ core computer, and carries out the integration of the new service.

CROSS-REFERENCE TO RELATED APPLICATION

This application claims priority to foreign French patent applicationNo. FR 1501440, filed on Jul. 7, 2015, the disclosures of which areincorporated by reference in their entirety.

FIELD OF THE INVENTION

The present invention relates to a method for integrating a newnavigation service or application into an avionics onboard system withopen architecture of client-server type.

The present invention also relates to the integration architecture ofthe onboard avionics system with open architecture integrating the newservice.

The present invention relates in particular to a method for integratingan FIM (Flight Interval Management) manoeuvre service for the relativespacing between aircraft into an avionics onboard system with openarchitecture of client-server type, as well as the implementation of theFIM service by the integrating onboard avionics system.

BACKGROUND

The invention lies in the field of onboard systems, and moreparticularly that of avionics systems which implement a navigationcomputer, such as the Flight Management System FMS.

In a conventional manner, each real-time avionics system isarchitectured and developed so as to meet performance requirements interms in particular of failure rate (reset) and functional Quality ofService (QoS), in a defined framework of use.

Onboard avionics systems are qualified, with a demonstrated performancelevel, for a given environment and have different levels of softwaredevelopment, that are more or less expensive, corresponding to differentsafety or criticality requirements. Indeed, these levels of softwaredevelopment arise from the aircraft risk analysis FHA (Functional HazardAnalysis), termed “operating dependability analysis”, according to theinternational standards RTCA DO178C (USA) or ED-12C (European equivalentof EUROCAE). This risk analysis establishes the contribution of eachfunction in the aircraft's operational chain so as to determine whichmaximum failure level must be reached. In order to achieve the objectivein question, the standard constrains the required quality of thehardware and software in which the function is embedded and whichimplements it. These development quality levels are called “DALs”(Development Assurance Levels).

Current avionics architectures are the result of a history, in whicheconomic considerations have played a significant role. Thus, forreasons to do with “certification credit” or incremental qualification,and also for reasons to do with wiring costs relating to the interfaces,the new navigation functions have been systematically integrated withina single computer, namely either the flight management system FMS, thetaxiing system TAXI or the Automatic Pilot PA.

Likewise, monitoring functions are systematically integrated within asingle computer, depending on what is monitored: TCAS (Traffic CollisionAvoidance System), TAWS (Terrain Awareness and Warning System), WMS(Weather Management System), the CMU (airspace-related constraints), theEFB (operational constraints of the company).

Likewise, the monitoring of the aircraft states is centralized incomputers of FWS (Flight Warning Systems) and OMS (Onboard MaintenanceSystems) type.

Currently, the automatic pilot PA is developed in level DAL A whichcorresponds to the highest criticality level, and the FMS is, dependingon the aircraft, developed in level DAL B or C, with a trend to switchto DAL development level B in view of its increasing use in procedures.The TCAS for its part is developed in level DAL C or DAL D, and acts asa safeguarding device, it not being used to guide the craft but toforewarn of danger when the other systems have failed.

Now, for iso-functional, that is to say for one and the sameoperationally rendered service, it may be estimated that each change ofDAL development level multiplies the development cost tenfold. Indeed,when the software development level increases from D to A via C and B,the safety requirement increases, this being manifested by an increasein the complexity of the algorithm and its degree of validation.

Thus, a visual aid function for navigation, whose risk analysis FHArequires a level D, is currently integrated into one of the existingcomputers, FMS or PA, of level A to C, thus giving rise to a developmentcost that is ten to a hundred times greater than it would be in a levelD hardware environment.

On top of this development cost, the insertion of new functions orservices into an existing architecture frequently leads to complexsolutions between the systems, which generate a training load for crewsand maintenance teams, and increases the risk of error when operatingthe equipment in order to carry out the function.

Solutions are currently proposed in a first French patent applicationpublished under the number FR3013880 and a second French patentapplication filed on 16 May 2014 and registered under the filing number14/01108 aimed at integrating into an avionics system, comprising a coremodule and a peripheral module, additional functionalities withoutneeding to modify the software elements of the core module and usingfrom the latter only generic services which are offered. Thus, theimpact of integrating new services or functionalities on a core moduleof high development level such as an FMS and/or an PA is minimized.

However, the insertion of new hardware, of peripheral type, and of alower development level than that of a core module, into existingso-called “Legacy” architectures, and supporting new functionalities ofcompatible development level, itself has a crippling development cost interms in particular of the re-wiring of thousands of aircraft, thehardware integration of the new computer into the bay for interfacing itwith other equipment, and its electrical power supply.

Thus, the technical problem of defining an architecture of an avionicsonboard system which is more flexible and more adaptable, and whichmakes it possible to ensure the integration of new navigation functionsat minimum cost, while guaranteeing clients the DAL level of the whole,still remains.

Thus, this need exists particularly when involved in defining an opennavigation architecture of server-client type which makes it possible tointegrate the manoeuvres for relative spacing (referred to by theacronym FIM for Flight Interval Management) between aircraft.

This therefore involves redefining collaborations and functions betweenaircraft systems which make it possible to place a new operationalservice, which minimize the costs of integration into a navigationsystem with open architecture whose core is a computer of FMS and/or PAtype of high DAL and at least one peripheral computer of lower DAL,which minimize staff training and maintenance costs, and which minimizemore particularly the impact on the computers of high criticality (inparticular the FMS whose development cost is currently among theaircraft's highest because of its size and criticality).

The general technical problem is to propose a method for operationally,functionally and physically integrating a new aeronautical service orfunction into an onboard avionics system with open architecture of“client-server” type, which minimizes the means for developing theintegration of the new function in terms of extra hardware, interfacingand software, of reuse of hardware, interfacing and software, of numberof tasks and of hardware and software qualification time, and whichminimizes the means for operating the service in terms of maintenanceand training time, while guaranteeing the client the DAL level of theaircraft as a whole.

In a particular manner, the technical problem is to propose a method foroperationally, functionally and physically integrating an FIM manoeuvresservice for the relative spacing between aircraft into an onboardavionics system of “client-server” type, which minimizes the means fordeveloping the integration of the new function in terms of extrahardware, interfacing and software, of reuse of hardware, interfacingand software, of number of tasks and of hardware and softwarequalification time, and which minimizes the means for operating theservice in terms of maintenance and training time, while guaranteeingthe client the DAL level of the aircraft as a whole.

The technical problem is further to provide an integrating onboardavionics system with open architecture of “client-server” type whichoperationally, functionally and physically integrates an application ofFIM manoeuvres for the relative spacing between aircraft whileminimizing the means for developing the integration of the applicationin terms of extra hardware, interfacing and software, of reuse ofhardware, interfacing and software, of number of tasks and of hardwareand software qualification time, and which minimizes the means foroperating the application in terms of maintenance and staff trainingtime, in compliance with the DAL level of the aircraft as a whole.

SUMMARY OF THE INVENTION

For this purpose, the subject of the invention is a method forfunctionally and physically integrating a new navigation service to beintegrated into an avionics onboard system, the avionics onboard systemcomprising:

a DAL+ digital core computer, having a first criticality level DAL+,integrated into an initial architecture of peripheral computers anddatabases having second safety criticality levels DAL−, lower than orequal to the first criticality level DAL+, and serving as server byhosting a first plurality of generic open services Serv_DAL+(j), and

a DAL− peripheral computer for managing the new service to beintegrated, having a second criticality level DAL−, lower than or equalto the first criticality level DAL+, by dispatching service requests tothe DAL+ digital core computer and/or to the computers and databases ofthe initial architecture through a communications network, characterizedin that the method for functionally and physically integrating the newservice comprises the steps consisting in:

-   -   functionally decomposing the new service into a second plurality        of elementary functions FU(i);    -   determining, on the basis of the second plurality of the        elementary functions FU(i), a first list of the elementary        functions that can be executed in part or entirely by at least        one generic open service, and for each elementary function a        first sub-list of generic open service(s);    -   determining an optimal functional and physical distribution of        the elementary functions FU(i) within the onboard avionics        system over the set of possible distributions which minimizes a        global cost criterion CG, dependent on several parameters,        including at least the additional development cost of the        elementary functions integrated within the DAL+ digital core        computer; and    -   carrying out the integration of the new navigation service by        actually implementing the elementary functions and their        scheduling according to the optimal functional and physical        distribution determined within the onboard avionics system.

According to particular embodiments, the method for functionally andphysically integrating a new navigation service comprises one or more ofthe following characteristics:

the optimal functional and physical distribution of the elementaryfunctions FU(i) within the onboard avionics system over the set ofpossible distributions is determined so as to minimize a first globalcost criterion CG1 which takes into account only the additionaldevelopment cost of the elementary functions integrated within the DAL+digital core computer; and the integration of the new navigation serviceis carried out by actually implementing the elementary functions andtheir scheduling according to the optimal functional and physicaldistribution determined within the onboard avionics system by using thefirst criterion CG1;

the optimal functional and physical distribution of the elementaryfunctions FU(i) within the onboard avionics system over the set ofpossible distributions is determined so as to minimize a second globalcost criterion CG2 which also takes into account the development cost ofthe communication interfaces between the DAL+ core computer and theperipheral computers, the cost in response time and the cost ofmaintainability so as to minimize the communication exchanges; and theintegration of the new client navigation service is carried out byactually implementing the elementary functions and their schedulingaccording to the optimal functional and physical distribution determinedwithin the onboard avionics system by using the second criterion CG2;

the optimal functional and physical distribution of the elementaryfunctions FU(i) within the onboard avionics system over the set ofpossible distributions is determined so as to minimize a third globalcost criterion CG3 which also takes into account the development ofcertain segments of code of low DAL level in the DAL+ core computer soas to minimize the complexity of the whole from the perspective ofmaintenance and upgrades; and the integration of the new navigationservice is carried out by actually implementing the elementary functionsand their scheduling according to the optimal functional and physicaldistribution determined within the onboard avionics system by using thethird criterion CG3;

the optimal functional and physical distribution of the elementaryfunctions FU(i) within the onboard avionics system over the set ofpossible distributions is determined so as to minimize a fourth globalcost criterion CG4 which also takes into account the use of DAL+ levelcode libraries in the peripheral computer of level DAL− to minimize theuse of the resources of the DAL+ core computer; and the integration ofthe new navigation service is carried out by actually implementing theelementary functions and their scheduling according to the optimalfunctional and physical distribution determined within the onboardavionics system by using the fourth criterion CG4;

the method for integrating the new navigation service furthermorecomprises an additional step, executed after having determined anoptimal functional and physical distribution of the elementary functionsFU(i) within the onboard avionics system, and consisting in theperformance of the new navigation service being verified and evaluatedby emulation or simulation, and/or the performance of the initialservices implemented on the core computer and the peripheral computersbeing verified;

the new navigation service is an FIM navigation service for manoeuvresfor the relative spacing between aircraft integrated functionally andphysically into the onboard navigation system; and the FIM spacingmanoeuvre is characterized by a succession of elementary functionsFIM_FU(i); and the DAL+ digital core computer hosts servicesServ_DAL+(j) for computing temporal predictions according to a specifiedguidance mode and which are used for the implementation of part of theelementary functions making up the spacing manoeuvre OPEN_FIM; and theDAL+ digital core computer is coupled to computers for piloting theaircraft;

the generic services Serv_DAL+(j) for computing temporal predictionsaccording to a guidance mode comprises:

A first service Serv_DAL+(1) for temporal integration with a view toobtaining predictions according to a vertical guidance mode from among:

-   -   Climb with fixed thrust and longitudinal speed setpoint (CAS,        TAS, MACH or GS); so-called ‘Open Climb’ mode in the        conventional terminology;    -   Climb with longitudinal speed setpoint and vertical speed        setpoint (V/S); so-called “CLIMB VS/SPEED” mode in the        conventional terminology;    -   Climb with longitudinal speed setpoint and slope setpoint (FPA);        so-called “CLIMB FPA/SPEED” mode in the conventional        terminology;    -   Descent Modes (OPEN DES, VS, FPA, mirroring the climb modes);        according to a horizontal guidance mode from among:    -   Acquisition and Holding of heading (Heading mode)    -   Acquisition and Holding of Course (Track or Course mode)    -   FMS Trajectory tracking (LNAV Lateral Navigation mode)    -   Radioelectric beam tracking (VOR, DME, LOC, etc.)    -   Acquisition and Holding of lateral roll,    -   Acquisition and Holding of attitude,    -   Acquisition and Holding of vertical attack angle, and

a second service Serv_DAL+(2) for integrating the weather on variouslevels and in the lateral plane;

a third service Serv_DAL+(3) for selecting a particular configuration asinput,

a fourth service Serv_DAL+(4) for dispatching guidance setpoints of theservice Serv_DAL+(1) to the automatic devices of the aircraft;

the FIM avionics method for the relative spacing manoeuvre comprises thefollowing elementary functions:

-   -   A first elementary function FIM_FU(1) for selecting target        navigation element and intermediate elements    -   A second elementary function FIM_FU(2) for selecting the        guidance mode to rejoin the target element    -   A third elementary function FIM_FU(3) for computing the        predictions giving a position and a time of transit of the FIM        aircraft over the intermediate elements    -   A fourth elementary function FIM_FU(4) for forecasting the        reference aeroplanes, at the instants corresponding to the time        of transit    -   A fifth elementary function FIM_FU(5) for selecting a minimum        spacing ITP to be complied with    -   A sixth function FIM_FU(6) for computing and displaying the        spacing between the FIM aircraft and the reference aircraft over        the intermediate elements    -   A tenth elementary function FIM_FU(10) for executing the        vertical manoeuvre;    -   the FIM avionics method for the relative spacing manoeuvres        optionally comprises some of the following additional elementary        functions:    -   A seventh elementary function FIM_FU(7) for detecting conflict    -   An eighth elementary function FIM_FU(8) for proposing a change        of guidance mode    -   A ninth elementary function FIM_FU(9) for proposing a change of        manoeuvre (vertical or lateral)    -   An eleventh elementary function FIM_FU(11) for monitoring the        spacing during the manoeuvre    -   A twelfth elementary function FIM_FU(12) for computing the        weather profile over the FIM zone, at the various trajectory        elements, so as to refine the predictions of the fourth        elementary function FIM_FU(4)    -   A thirteenth elementary function FIM_FU(13) for modifying the        aircraft state for computing the predictions of the fourth        elementary function FIM_FU(4);    -   the following elementary functions are allocated to and        implemented in the DAL+ digital core computer:    -   FIM_FU(4) which corresponds to its service Serv_DAL+(1) called        for various intermediate elements    -   FIM_FU(10) which corresponds to the service Serv_DAL+(4) for the        selected guidance mode and the selected navigation element;

while the remaining elementary functions are allocated and dlmimplemented in the DAL− peripheral computer;

the elementary function FIM_FU(10) which corresponds to the serviceServ_DAL+(4) for the selected guidance mode and the selected navigationelement is allocated to and implemented in the DAL+ digital corecomputer; while the elementary function FIM_FU(4) which correspondsfunctionally to its service Serv_DAL+(1) called for various intermediateelements is allocated and implemented in the DAL− peripheral computer;

the elementary functions FIM_FU(1), FUM_FU(2) and FIM_FU(10) areallocated to and implemented in the DAL+ digital core computer, only thefunction FIM_FU(10) corresponding to the use of an existing genericservice Serv_DAL+(4) for the selected guidance mode and the selectednavigation element; while the elementary function FIM_FU(4) whichcorresponds functionally to its service Serv_DAL+(1) called for variousintermediate elements is allocated and implemented in the DAL−peripheral computer;

the first elementary step FIM_FU(1) comprises the steps consisting inselecting a desired flight level for a vertical manoeuvre and/orselecting a manoeuvre start point as in particular a merge point for alateral manoeuvre;

the second elementary step FIM_FU(2) comprises the steps consisting inselecting a vertical guidance mode for the vertical manoeuvre and alateral guidance mode for the lateral manoeuvre, and selectingintermediate altitudes for the vertical manoeuvre and a lateral waypointfor the lateral manoeuvre;

the third elementary function FIM_FU(3) comprises the steps consistingin:

-   -   computing predictions of crossing time T for the intermediate        altitudes according to the selected vertical guidance mode, up        to the desired altitude for an ITP manoeuvre; and/or    -   computing predictions of crossing time T for the intermediate        positions according to the selected lateral guidance mode, up to        the end of the lateral manoeuvre for an FIM H manoeuvre;

the fourth elementary function FIM_FU(4) comprises the steps consistingin forecasting traffic at the intermediate elements until the instant T;

the sixth elementary function FIM_FU(6) comprises the steps consistingin computing the relative spacing in terms of position between thecrossing prediction and the forecast of the traffic, and in comparing itwith respect to a fixed threshold in the fifth step FIM_FU(5).

The subject of the invention is also an avionics onboard systemconfigured to implement a new navigation service and to integrate itfunctionally and physically, the avionics onboard system comprising:

a DAL+ digital core computer, having a first criticality level DAL+,integrated into an initial architecture of peripheral computers anddatabases having second criticality levels DAL−, lower than or equal tothe first criticality level DAL+, and serving as server by hosting afirst plurality of generic open services Serv_DAL+(j); and

a DAL− peripheral computer for managing the new navigation service,having a second criticality level DAL−, and serving as client bydispatching service requests to the DAL+ digital core computer and/or tothe peripheral computers and databases of the initial architecturethrough a communications network;

the new navigation service being decomposed into a plurality ofelementary functions FU(i) distributed physically between the DAL+digital core computer and the peripheral management computer DAL−according to an optimal distribution scheme determined by the method ofintegration defined hereinabove; the peripheral management computer 6DAL− being configured to support an application from among: an MMI, anintegrated MSI, a CMU, a TCAS, a TAWS, an EFB, a tablet, a TRAFFICCOMPUTER, a dedicated generic partition, and the digital core computer 4DAL+ being configured to support an application from among: a flightmanagement system FMS, an Automatic Pilot (AP), an FMGS system combiningthe FMS and PA functions.

BRIEF DESCRIPTION OF DRAWINGS

The invention will be better understood on reading the description ofseveral embodiments which will follow, given solely by way of exampleand while referring to the drawings in which:

FIG. 1 is a view of an onboard avionics system with open architecture ofclient-server type, centred on a high-DAL DAL+ core computer andconfigured to integrate at low cost a new service, here an FIMmanoeuvres function;

FIG. 2 is a view of the architecture of a DAL+ core computer supportingthe FMS functionalities;

FIG. 3 is a view of the tree structure of the library of genericservices offered by the DAL+ level computer supporting the FMS genericfunctionalities and acting as server;

FIG. 4 is a flowchart of a method according to the invention forintegrating a new service between the DAL+ level FMS core computer andthe DAL− peripheral computer for managing the new service;

FIG. 5 is a flowchart of a method OPEN_FIM according to the inventionfor integrating a function of FIM manoeuvres between the DAL+ level FMScore computer and the DAL− peripheral computer for managing the FIMmanoeuvres function;

FIG. 6 is a view of a vertical FIM manoeuvre ITP;

FIG. 7 is a view of a horizontal FIM manoeuvre of HTMB type;

FIG. 8 is a flowchart of the execution of the FIM manoeuvres functionintegrated according to the method of integration OPEN_FIM of theinvention of FIG. 5.

DETAILED DESCRIPTION

According to FIG. 1, an onboard navigation system 2 comprises at leasttwo computers, namely a digital navigation core computer 4 and at leastone peripheral computer, here three computers 6, 8, 10, and acommunication network 20 linking the digital core computer 4 and theperipherals 6, 8, 10, the said communications network 20 beingrepresented only in a functional manner in FIG. 1.

Computer is understood to mean a hardware and software computationchain. A computer can consist of several housings and/or hardware boardsand/or of several software partitions. The redundancy, dissimilarity,surveillance and monitoring of a computation by a second chain or anyother diversification method known to the person skilled in the artenter into the definition of this term.

The onboard navigation system 2 is configured to implement a newservice, here and by way of example an FIM manoeuvres service for therelative spacing between aircraft.

One of the peripheral computers, here the peripheral computer 6, is forexample a tablet or an EFB (Electronic Flying Bag), configured to manageor coordinate the tasks of the new service. This peripheral managementcomputer 6 is connected through a communications network 20 to thedigital core computer 4 and to the other two peripheral computers 8 and10 so as to exchange diverse requests and functional responses that arerelevant in relation to the service considered, here by way ofillustration those of an FIM manoeuvres service for relative spacingbetween aircraft.

The digital core computer 4 is configured to support the FMS and/or PAfunctionalities while the peripheral computers 8, 10 are configured tosupport respectively the CMU (Communications Management Unit)functionalities or those of a ground station (peripheral computer 8) andthe TCAS (Traffic Collision Avoidance System) or FIS (Flight InformationSystem) functionalities (peripheral computer 10).

Generally and in order to support functionalities other than those of anFIM manoeuvres service, peripheral computers can support otherfunctionalities such as those of a TAWS system (Terrain Awareness andWarning System) or those of a WMS system (Weather Management System).

The peripheral computer 6 for managing or coordinating the tasks of theFIM application comprises an inputs/outputs interface 24 for exchangingoperational requests and responses with an operator environment 26consisting for example of a pilot 28 and an AOC (Airline OperationalCommunication) or ATC (Air Traffic Control) ground station.

The digital core computer 4 is configured to operate as a server hostinga first plurality of generic open services Serv_DAL+(j), j being apointing index of the generic service, and possesses a first safetylevel of software development or criticality DAL+.

The peripheral computers 6, 8, 10 possess a second safety level ofsoftware development DAL−, lower than or equal to the first safety levelof software development DAL+. Among these, at least the peripheralcomputer 6 for managing the new service is configured to operate as aclient in relation to the server 4.

Each computer of the onboard system is architectured and developed so asto address performance requirements, in particular in terms of failurerate (reset) and functional Quality of Service (QoS), in a definedframework of use. The onboard systems are qualified, with a demonstratedperformance level, for a given environment.

These computers have different levels of software development which aremore or less expensive: these software development levels arise from theaircraft risk analysis FHA (Functional Hazard Analysis), termed“operating dependability analysis”, according to the internationalstandards RTCA DO178C (USA) or ED-12C (European equivalent of EUROCAE).The operating dependability analysis establishes the contribution of thefunction in the aircraft operational chain to determine which maximumfailure level (failure rate) must be reached. In order to achieve theobjective in question, the standard constrains the required quality ofthe hardware and software in which the function is embedded.

Five separate levels of software development exist, from the mostcritical (level A) to the least critical (level E) in the standards RTCADO178C and ED-12C:

-   -   Level A: A fault with the system or sub-system studied may cause        a catastrophic problem—Safety of the flight or landing        compromised—Aircraft crash    -   Level B: A fault with the system or sub-system studied may cause        a major problem entailing serious damage or indeed the death of        some occupants    -   Level C: A fault with the system or sub-system studied may cause        a serious problem entailing a malfunction of the vital equipment        of the craft    -   Level D: A fault with the system or sub-system studied may cause        a problem that could interfere with flight safety    -   Level E: A fault with the system or sub-system studied may cause        a problem that does not affect flight safety

These levels of software safety development are called “DALs”(Development Assurance Levels). The constraint in hardware and softwareterms is fixed at the following values:

-   -   Level A: a maximum failure rate of 10⁻⁹/FH (FH=Flight Hours)    -   Level B: a maximum failure rate of 10⁻⁷/FH (FH=Flight Hours)    -   Level C: a maximum failure rate of 10⁻⁵/FH (FH=Flight Hours)    -   Level D: a maximum failure rate of 10⁻³/FH (FH=Flight Hours)    -   Level E: a maximum failure rate of 10⁻¹/FH (FH=Flight Hours)

The peripheral computer 6 DAL− for managing the service is configured tosupport an application from among:

-   -   an MMI, an integrated MSI (Man System Interface)    -   a CMU    -   a TCAS    -   a TAWS    -   an EFB    -   a tablet    -   a TRAFFIC COMPUTER    -   a dedicated generic partition

The digital core computer 4 DAL+ is configured to support an applicationfrom among:

-   -   a flight management system FMS,    -   an Automatic Pilot (AP)    -   an FMGS system combining the FMS and PA functions.

In this implementation, a function for allocating and sequencingelementary functions carrying out the new service or application, herethe FIM manoeuvre service, can be implemented in the method ofintegration by a computer independent of the onboard avionics system 2,or hosted in one of the applications (for example in an EFB or tabletfor dialogue with pilot or crew member, in a CMU for dialogue with theground (company, control centres) or in the core computer 4 DAL+ whichacts as filter in this case.

According to FIG. 2 and an exemplary functional architecture, a digitalcore computer 4 DAL+ supporting a standard FMS application 50 accordingto the ARINC 702A standard (Advanced Flight Management Computer System,December 1996), is configured to ensure all or part of the functions of:

-   -   Navigation LOCNAV 52 for performing optimal location of the        aircraft as a function of geo-location means (GPS, GALILEO, VHF        radio beacons, inertial platforms);    -   Flight plan FPLN 54 for inputting the geographical elements        constituting the skeleton of the route to be followed (departure        and arrival procedures, waypoints, airways);    -   Navigation database NAVDB 56 for constructing geographical        routes and procedures with the help of data included in the        bases (points, beacons, interception or altitude legs, etc.);    -   Performance database, PRF DB 58, containing the craft's        aerodynamic and engine parameters.    -   Lateral trajectory TRAJ 60 for constructing a continuous        trajectory on the basis of the points of the flight plan,        complying with the aircraft performance and with the confinement        constraints (RNP);    -   Predictions PRED 62 for constructing an optimized vertical        profile on the lateral trajectory;    -   Guidance GUID 64 for guiding the aircraft in the lateral and        vertical planes on its 3D trajectory, while optimizing the        speed;    -   Digital data link DATALINK 66 for communicating with the control        centres and other aircraft.

One of the roles of the FMS is to locate the aircraft using its sensors67 (inertia platforms, GPS, radioelectric beacons). This is the LOC NAVpart 52.

On the basis of the geographical information contained in the navigationdatabase NAV DB 56, the pilot can construct his route, called the flightplan and comprising the list of waypoints. This is the role of the FPLNpart 54. The FMS can manage several flight plans. One of them, known bythe acronym “Active” in ARINC 702A designates the flight plan on whichthe aircraft is guided. There are working flight plans (sometimes called“secondary” or “inactive flight plans”), as well as transient flightplans (temporary flight plans).

The lateral trajectory is computed as a function of the geometry betweenthe waypoints (commonly called LEGs) and/or the altitude and speedconditions (which are used for computing the turning radius), by theTRAJ part 60.

Over this lateral trajectory, the FMS 50 optimizes a vertical trajectory(in terms of altitude and speed), passing through possible altitude,speed, time constraints, by using a modelling of the aerodynamic andengine performance contained in the PERF DB 58.

Knowing the location of the aircraft and the 3D trajectory, the FMS 50can slave the aircraft to this trajectory. This is the GUIDANCE part 64.

All the information entered or computed by the FMS 50 is groupedtogether on MMI display screens 70 (MFD pages, ND and PFD, HUD or otherviews).

The communication with the ground (company, air traffic control) iscarried out by the DATALINK part 66.

It should be noted that in the FMS terminology, the term “revision” isused to characterize an insertion/modification/erasure of data of theFMS system and that the word “Edition” is also commonly used.

In the current architectures and whatever the aircraft, the “FlightPlanning” and “optimized trajectory” part is generally included in adedicated computer called the “FMS” for “Flight Management System” (orflight management computer). These functions constitute the FM businesscore. This system can also host part of the “Location” and of the“Guidance”. In order to ensure its mission, the FMS is connected tonumerous other computers (a hundred or so).

According to FIG. 3, the generic open services Serv_DAL+(j) of a DAL+computer supporting the set 50 of FMS functionalities make up an FMSserver 80 and are classed in three categories.

A first category 82 of generic open services relates to the services forconsulting geographical data 84 and magnetic declination 86 (navigationdata & dynamic magnetic variation) which allow the clients to search forgeographical information (NAV DB) or magnetic declination information(MAG VAR) on a point of the globe, most procedures still referring tomagnetic north.

A second category 88 of generic open services relates to the servicesfor consulting the performance of the aircraft (“aircraftcharacteristics & performance”) involving TRAJ, PRED and PERF DB.

The services of the second category 88 provide:

bounds characteristic of the aircraft such as for example the minimumand maximum weights, the certified altitude ceiling; the takeoff andlanding speeds, termed characteristic speeds; flight envelopecomputations (maximum speeds, stalling speeds, maximum roll, etc.)

integration computations according to chosen aircraft modes (climb acertain number X of feet at constant thrust, descend with determined airslope and frozen speed, turn with imposed angle, etc.), computations ofbenchmarks (for some FMSs, simplified performance computations can bedefined in the PERF DB, just where the precision required is lower).

A third category 90 of generic open services relates to the “flightmanagement” services, namely:

the consultation of the state of the aircraft 92 (position, speed,states of the systems connected to the FMS, such as the state of theengines, the automatic pilot engaged modes, etc, etc.)

the consultation and modification 94 of the flight plan and of the 5Dtrajectory

the consultation and modification of the flight initialization data(inputting of the takeoff speeds, cruising altitude, expected weather,modes of fuel consumption, etc.)

the services for predictions over a given time horizon according todefined modes of flight conduct (guidance) and aircraft state, such asfor example in the cases:

-   -   of an automatic pilot wishing to ascertain the mean climb rate        over 2000 ft of altitude change with 1 failed engine, of a fuel        computer wishing to compare the average consumption with the FMS        predictions of consumption, etc.    -   of a TCAS computer wishing to ascertain the horizontal (or 3D)        progress of the aircraft according to a mode with determined        lateral guidance and determined guidance in terms of speed.

Certain requests of generic open services, termed elementary, maycorrespond to unitary requests of generic services such as for example:

a request to retrieve airports around the aircraft, corresponding to aunitary service “Get_Airport” of the navigation database consultationservice

a request to insert a company route in the ARINC AEEC 424 format forexample, for a client is also a unitary service “INSERT_COROUTE” offeredby the “Flight Preparation” part of the figure hereinabove

a request to consult the aircraft state (current fuel for example)corresponds to a Get_current_Fuel unitary service offered by the“Aircraft States” part)

a request to consult the aircraft's current flight envelope (min and maxspeeds for example) corresponds to a unitary service Get_flight_envelopeoffered by the “Flight envelope Computation” part).

Other more complex requests can be made up of a succession of elementaryrequests in the form of groups (or batches) of commands, such astypically, an “INSERT FPLN” request for inserting a flight plan asseparate elements, such as performed currently by the DATALINK servicesfor the companies (AOC) and control centres (ATC), defined in the ARINCstandards 702A for AOC and DO258 for ATC.

The insertion of a complete flight plan is an “INSERT FPLN” requestwhich in general comprises the following parameters, defined in thestandards in question, namely:

-   -   Elements making it possible to compute the route to be followed:    -   Airports (departure, arrival, alternate)    -   Takeoff procedures (known as departure runway, SID, etc.)    -   Cruising procedures (known as airways)    -   Arrival procedures (known as arrival runway, STAR, VIA, etc.)    -   Go-around procedures (known as Missed Approach)    -   Clearance procedures on arrival near a diversion airport (known        as alternate)    -   Waypoints in addition to the procedures    -   Navigation beacons    -   Altitude, speed, time constraints over the points arising from        the above procedures or over the waypoints    -   Flight plan initialization elements, making it possible in        addition to carry out the trajectory computations and        predictions, namely:        -   The cruising level        -   The weight planned on takeoff        -   The performance index (known as Cost Index)        -   The initial position on takeoff        -   Environment elements over the flight plan:        -   Weather forecast along the flight plan in the form of wind            and temperature data over the points arising from the above            procedures or over the waypoints        -   Barometric setting forecast on departure and on arrival

According to FIG. 4, a method 102 for functionally and physicallyintegrating a new navigation service into an avionics onboard system 2,of open architecture, such as for example defined in FIG. 1, comprises aset of first, second, third, fourth, fifth, sixth, seventh steps 104,106, 108, 110, 112, 114, 116.

In the first step 104, the compatibility of the criticality level of thenew service to be integrated with the development level of the DAL+ corecomputer is verified. After having determined the criticality levelassociated with the new service, it is compared with the criticalitylevel of the DAL+ core computer. If the criticality level of the newservice is lower than or equal to that of the DAL+ navigation computer,the new service is a candidate to be implemented in part on a DAL−peripheral computer of lower level in the broad sense. Otherwise, thenew service must be executed reusing the architecture of the system toinclude therein a computer of higher criticality level than that of theDAL+ digital core computer initially planned.

Next, in the second step 106, when the criticality level is lower thanor equal to that of the DAL+ digital core computer, the computationalcapabilities of the open-architecture DAL+ digital core computer arecatalogued and classified according to a library of generic servicesServ_DAL+(1), . . . , Serv_DAL+(j), . . . , Serv_DAL+(n_Serv), thesegeneric services resulting from the open architecture concepts that arebeginning to be seen in critical computers such as for example the FMS.

The general classification of these services Serv_DAL+(j) in the case ofa digital core computer supporting the FMS functionalities is describedin FIG. 3 and the text of the description relating thereto.

Thereafter, in the third step 108, a functional analysis of the newservice to be integrated is performed by decomposing the said newservice to be integrated into a second plurality of elementary functionsFU(1), . . . , FU(i), . . . , FU(n_FU), i designating a pointer of theelementary functions varying from 1 to the total number n_FU ofelementary functions.

Next, in the fourth step 110, for each elementary function FU(i)determined in the third step 108, one determines whether the elementaryfunction FU(i) can be performed in part or entirely by a generic serviceServ_DAL+(j) of the DAL+ navigation and digital core computer 4. Thus,on the basis of the second plurality of the elementary functions FU(i),a first list of the elementary functions that can be executed in part orentirely by at least one generic open service is determined togetherwith, for each elementary function FU(i), a first sub-list of genericopen service(s). Stated otherwise, a correspondence table (or mapping)is established between the elementary functions FU(i) of the new serviceto be integrated and the generic open service(s) usable by each of them.

Next, in the fifth step 112, a global cost criterion CG is taken intoaccount to determine an optimal functional and physical distribution ofthe elementary functions FU(i) within the onboard avionics system 2 overthe set of possible distributions which minimizes the said global costcriterion CG.

Generally, the global cost criterion “CG” is dependent on severalparameters, including at least the development cost of an elementaryfunction in the DAL+ core computer.

According to a first embodiment CG1 of the global criterion CG, theglobal cost criterion CG1 depends only on the development cost ofelementary functions within the DAL+ core computer and/or DAL+ levelcode library computer.

The other parameters that can be taken into account are: the developmentcost of the communication interfaces between the two computers 4 DAL+and 6 DAL−, the cost in response time, the estimated maintenance cost,the training cost, the cost of maintaining and upgrading the function,and optionally other costs to be defined by the designer.

According to a second embodiment CG2 of the global cost criterion CG, itmay be more beneficial overall to develop certain segments of code oflow DAL level, in the DAL+ computer so as to minimize the exchanges thatare expensive in terms of response time, setup of communicationinterfaces, and maintainability.

According to a third embodiment CG3 of the global cost criterion CG, itmay be more beneficial overall to develop certain segments of code oflow DAL level, in the DAL+ computer so as to minimize the complexity ofthe whole, from the perspective of maintenance and upgrades.

According to a fourth embodiment CG4 of the global cost criterion CG, itmay be more beneficial overall to use DAL+ level code libraries, in thelow DAL computer, to minimize the use of the resources of the DALcomputer.

Thereafter, in the sixth step 114, the implementation of thecomputations, interfaces and sequencing of the computations between thetwo computers DAL+ and DAL− is undertaken according to the optimalfunctional and physical distribution of the elementary functions FU(i)which minimizes the global cost criterion CG.

Finally in a seventh step 116, the new service integrated in an optimalmanner into the onboard navigation system is executed by coupling theDAL+ core computer and the peripheral management computer 6 DAL−.

Generally a new service or new application to be integrated into theonboard avionics system according to the method of integration 102 fallswithin the set of the following services:

-   -   The computation of the next flight: the current flight being in        the FMS, the following flight is prepared on a tablet or an        integrated MSI, and the predictions are asked for on the said        FMS, the tablet comprising information relating to the “ground”        phase between the two flights involving disembarkation,        refueling, embarkation;    -   The determination of an operational impact of failures: a system        for managing rerouting or modification of flight level or        aircraft speed following a failure, dialogue with the FMS to        evaluate the various alternatives before engaging the        operational procedure;    -   First example relating to the management of an engine failure:        an engine failure makes it necessary to descend because of the        loss of lift caused, but while paying attention to the relief,        in particular in mountainous zones    -   Second example relating to low fuel temperature conditions (the        outside temperature dropping, the engines detect onset of        kerosene icing, thus requiring reheating (with impacts on the        predictions of the FMS) or the search for warmer transit zones);    -   Determination of ETOPS or of diversion airports for        twin-engines, managed by a tablet: the choice of reroutings to        the ETOPS will depend on the predictions computed by the FMS,        and on company criteria (hotels, company presence) hosted by the        tablet    -   Management of stuck gear: the flight is possible even if the        landing gear cannot be retracted, but the additional drag        created has an effect on fuel consumption: the computer (for        example a tablet) will ask for the FMS predictions to correct        them for the additional drag effect, since the PERF DB databases        of the FMS are not currently aware of the impact of the gear on        the drag coefficient;    -   Ground/onboard continuity: continuity between the taxiing        predictions of the TAXI computer and the flight predictions of        the FMS is achieved by linking the time and the quantity of        fuel;    -   Verification of the flight plan or Flight Plan check, in        particular the functions for verifying the 3D FMS flight plan        (or alternatives) with respect to the terrain, to the weather,        to the traffic;    -   Various optimizations: this involves a function with complex        optimizer in a tablet which computes a vertical profile        according to rules and wishes to “test” the said profile by        feeding it into the FMS to validate the time/fuel savings.

According to FIG. 5, an optimal method 202 for functionally andphysically integrating an FIM navigation application relating to themanoeuvres of relative spacing between aircraft into an avionics onboardsystem 2 of open architecture such as defined in FIG. 1, is referred toas OPEN_FIM and constitutes a particular implementation of the generalmethod 102 of FIG. 4, in which the new navigation service to beintegrated is an FIM manoeuvres service, that is to say manoeuvres forthe relative spacing between aircraft.

These FIM manoeuvres are in particular standardized by the Americanorganization RTCA in the document RTCA DO-328 (DO-328, Safety,Performance and Interoperability Requirements Document for AirborneSpacing-Flight Deck Interval Management (ASPA-FIM)).

The optimal method 202 for functionally and physically integrating theFIM navigation application for manoeuvres for the relative spacingbetween aircraft comprises a set of first, second, third, fourth, fifth,sixth, seventh steps 204, 206, 208, 210, 212, 214, 216 which correspondrespectively to the first, second, third, fourth, fifth, sixth, seventhsteps 104, 106, 108, 110, 112, 114, 116 of the general method 2 of FIG.4.

In the first step 204, the compatibility of the criticality level of theFIM function for manoeuvres for the relative spacing between aircraftwith the development level of the DAL+ core computer is verified. Afterhaving determined the criticality level associated with the FIMfunction, it is compared with the criticality level of the DAL+ corecomputer. If the criticality level of the FIM function is lower than orequal to that of the DAL+ core computer, the FIM function is a candidateto be implemented in part on a DAL− computer of lower level. Otherwise,the FIM function must be executed reusing the architecture of the systemso as to include therein a computer of higher criticality level thanthat of the DAL+ digital core computer initially planned.

Next, in the second step 206, the generic services offered by the DAL+digital core and open-architecture navigation computer are cataloguedand classified according to the same library of generic servicesServ_DAL+(1), . . . , Serv_DAL+(j), . . . , Serv_DAL+(n_Serv) as thatprovided by the second step 106 of FIG. 4, these generic servicesresulting from the concepts that are beginning to be seen in criticalcomputers such as for example the FMS.

In the case of the vertical FIM manoeuvre, such as for example the ITP,the second step 206 will use the requests for predictions over a time oraltitude or distance horizon given according to given vertical flightconduct (guidance) modes. Thus for an FMS application having an openarchitecture that allows predictions to be simulated, it will bepossible to list first, second, third, fourth generic servicesServ_DAL+(1), Serv_DAL+(2), Serv_DAL+(3), and Serv_DAL+(4).

The first generic service Serv_DAL+(1) relates to temporal integrationwith a view to obtaining predictions according to a vertical guidancemode from among:

-   -   Climb with fixed thrust and longitudinal speed setpoint (CAS,        TAS, MACH or GS) or mode termed “OPEN CLIM” in the conventional        terminology;    -   Climb with longitudinal speed setpoint and vertical speed        setpoint (V/S) or mode termed “CLIMB VS/SPEED” in the        conventional terminology;    -   Climb with longitudinal speed setpoint and slope setpoint (FPA)        or mode termed “CLIMB FPA/SPEED” in the conventional        terminology.

These modes are considered by way of example, it being possible to addother conventional modes of the aircraft, such as the holding ofattitude and the holding of attack angle. It will also be possible toconsider the same modes corresponding to descent, such as OPEN DES, etc.

The second service Serv_DAL+(2) relates to the integration of theweather, in the form of measurements and a weather model, on the variouslevels.

The third service Serv_DAL+(3) relates to the selection of particularconfiguration(s) as input parameters with a view to a simulation such asfor example: the number of failed engines, an engine degradationcoefficient (perf. factor, wear) or aerodynamic degradation coefficient(drag factor).

The second and third generic services Serv_DAL+(2), Serv_DAL+(3) can beadvantageously added to the list of services offered by the DAL+ corecomputer, and will make it possible to refine the computation of thegeneric service Serv_DAL+(1).

The FMS (or the Automatic Pilot PA) proposes to manage the verticalguidance of the aircraft according to a desired mode. Thus a fourthgeneric service Serv_DAL+(4) for dispatching the guidance setpoints ofthe first generic service Serv_DAL+(1) to the automatic devices of theaircraft can be used by the FIM method.

In the case of a horizontal FIM manoeuvre, such as for example amanoeuvre termed “Merging”, “Spacing”, “Heading then Merge” according tothe conventional terminology, the second step 206 of the method 202OPEN_FIM will use the requests for predictions over a time or distancehorizon given according to given horizontal flight conduct (guidance)modes. Thus for an FMS application having an open architecture whichallows predictions to be simulated, it will be possible to enhance thefirst, second, third, fourth generic services Serv_DAL+(1),Serv_DAL+(2), Serv_DAL+(3), and Serv_DAL+(4) already listed.

The first generic service Serv_DAL+(1) also includes temporalintegration with a view to obtaining predictions according to ahorizontal guidance mode from among:

-   -   Acquisition and Holding of heading (Heading mode)    -   Acquisition and Holding of Course (Track or Course mode)    -   FMS Trajectory tracking (LNAV Lateral Navigation mode)    -   Radioelectric beam tracking (VOR, DME, LOC, etc.).

These modes are considered by way of example, it being possible to addother conventional modes of the aircraft, such as roll holding.

The second generic service Serv_DAL+(2) also relates to the integrationof the weather in the lateral plane, in the form of measurements and aweather model.

The third generic service Serv_DAL+(3) remains the same and through theselection of particular configuration(s) as input parameters makes itpossible to perform simulations.

The second and third generic services Serv_DAL+(2), Serv_DAL+(3),advantageously added to the list of services offered by the DAL+ corecomputer, will make it possible to refine the computation of the genericservice Serv_DAL+(1) in the case of a horizontal FIM manoeuvre.

The FMS (or the Automatic Pilot PA) proposes to manage the horizontalguidance of the aircraft according to a desired mode. Thus the fourthgeneric service Serv_DAL+(4) for dispatching the guidance setpoints ofthe first generic service Serv_DAL+(1) to the automatic devices of theaircraft can be used by the FIM method.

Thereafter in the third step 208, a functional analysis of the FIMservice for manoeuvres for the relative spacing between aircraft isperformed by decomposing the FIM service to be integrated into a secondplurality of elementary functions FIM_FU(1), . . . , FIM_FU(i), . . . ,FIM_FU(n_FIM_FU), i designating a pointer of the elementary functionsvarying from 1 to the total number n_FIM_FU of elementary functions ofthe FIM service.

Subsequently, “FIM AIRCRAFT” will refer to the aircraft on board whichis embedded the FIM function according to the invention, implemented inthe said according to the method 202 OPEN_FIM, and which must spaceitself relatively with respect to the remainder of the traffic, composedof other aircraft called “Reference Aircraft”.

In the case of the ITP (In Trail Procedures) vertical FIM manoeuvre andaccording to FIG. 6, the ITP manoeuvre consists operationally, for anaircraft 230 on board which is embedded the FIM function, and called“FIM Aircraft”, in changing flight level FL (“Flight Levels”) whileensuring a longitudinal separation with the aircraft 232, 234, 236 thatoccupy the various levels traversed, these aircraft being called“Reference Aircraft”.

The elementary functions FIM_FU(1), . . . , FIM_FU(i), . . . ,FIM_FU(n_FIM_FU) in their order of sequencing of the FIM function formanoeuvres for the relative spacing between aircraft and which willsubsequently be allocated between the DAL+ core computer and the DAL−peripheral computer are as follows:

-   -   A first elementary function FIM_FU(1) for selecting a        “navigation element” defined by a “target flight level”        (Desired_Level) and intermediate altitudes or “intermediate        trajectory elements” in the vertical plane;    -   A second elementary function FIM_FU(2) for selecting the        vertical guidance mode so as to rejoin the target level;    -   A third elementary function FIM_FU(3) for computing the        predictions giving the position and the time of transit of the        “FIM AIRCRAFT” aircraft on intermediate altitudes or        “intermediate trajectory elements” in the vertical plane;    -   A fourth elementary function FIM_FU(4) for acquiring the        reference aircraft and for forecasting reference aircraft, at        the instants corresponding to the time of transit;    -   A fifth elementary function FIM_FU(5) for selecting a minimum        spacing to be complied with (ITP distance);    -   A sixth elementary function FIM_FU(6) for computing and        displaying the spacing between the aircraft 230 “FIM Aircraft”        and the one or more aircraft “Reference Aircraft” on the        “intermediate trajectory elements”;    -   A tenth elementary function FIM_FU(10) for executing the        vertical manoeuvre.    -   The FIM function for the relative spacing manoeuvres optionally        comprises some of the following additional elementary functions:        -   A seventh elementary function FIM_FU(7) for detecting            conflict;        -   An eighth elementary function FIM_FU(8) for proposing a            change of vertical guidance mode;        -   A ninth elementary function FIM_FU(9) for proposing a change            of target level;        -   An eleventh elementary function FIM_FU(11) for monitoring            the spacing during the manoeuvre        -   A twelfth elementary function FIM_FU(12) for computing the            weather profile over the ITP zone, at the various flight            levels, so as to refine the predictions of the fourth            elementary function FIM_FU(4)        -   A thirteenth elementary function FIM_FU(13) for modifying            the state of the “FIM AIRCRAFT” aircraft for computing the            predictions of the fourth elementary function FIM_FU(4)

In the case of a horizontal FIM manoeuvre such as for example themanoeuvres referred to as “spacing”, “merging”, “Heading Then MergeBehind” (HTMB) according to the conventional terminology, the horizontalFIM manoeuvre consists, for the aircraft 230, referred to as “FIMAIRCRAFT”, in following a target craft 232, referred to as “REFERENCEAIRCRAFT”, while maintaining a safety spacing with respect to thelatter, in terms of distance (typically a few nautical miles NM in termsof approach) or time (typically 30 to 60 seconds). For example, in thecase of a spacing manoeuvre of “Heading Then Merge Behind” (HTMB) typeand according to FIG. 7, this involves proceeding according to a radarheading specified by the control tower and then in rejoining the mergepoint from a computed “rejoining point” so as to ensure that therelative spacing in distance or time will be held with the “REFERENCEAIRCRAFT” target aircraft onwards of this “Point Merge” point.

The elementary functions FIM_FU(1), . . . , FIM_FU(i), . . . ,FIM_FU(n_FIM_FU) in their order of sequencing of the FIM function formanoeuvres for the relative spacing between aircraft which willsubsequently be allocated between the DAL+ core computer and the DAL−peripheral computer, defined for the vertical manoeuvres, are reused andalso encompass the horizontal FIM manoeuvres.

Thus, the elementary functions FIM_FU(1), . . . , FIM_FU(i), . . . ,FIM_FU(n_FIM_FU) in their order of sequencing of the FIM function formanoeuvres for the relative spacing between aircraft in the context ofhorizontal manoeuvres are as follows:

-   -   The first elementary function FIM_FU(1) for selecting a        navigation element from which the manoeuvre begins: in the case        of “Merging” which involves rallying a common point of approach        of all the aircraft towards a runway, termed “Point Merge”, the        navigation element is the “Point Merge”, or else perhaps the        whole of the airspace between this “point merge” and the runway;        in the case of “Spacing”, where a simple relative spacing is        required (climb, cruising or descent), the navigation element is        undefined; in the case of an HTMB manoeuvre, the navigation        element is the “Point Merge”; other examples of lateral        manoeuvres are also possible;    -   The second elementary function FIM_FU(2) for selecting the        lateral guidance mode so as to rejoin the target level, from        among the modes listed in the second step 206;    -   The third elementary function FIM_FU(3) for computing the        predictions giving the position and the time of transit of the        aircraft ITP on intermediate “lateral trajectory elements”,        including at least the “navigation element”;    -   The fourth elementary function FIM_FU(4) for acquiring the        reference aircraft and for forecasting the “Reference Aircraft”,        at the instants corresponding to the time of transit; the fourth        elementary function predicts the instants of transit of the        reference aircraft at the waypoints of its flight plan as well        as at the intermediate lateral trajectory elements;    -   The fifth elementary function FIM_FU(5) for selecting a minimum        spacing to be complied with (FIM distance);    -   The sixth elementary function FIM_FU(6) for computing and        displaying the spacing between the aircraft 230 “FIM Aircraft”        and the aircraft 232 “Reference Aircraft” on the intermediate        lateral trajectory elements (therefore including the waypoints        after the “point merge”)    -   The tenth elementary function FIM_FU(10) for executing the        lateral manoeuvre    -   The FIM function for the relative spacing manoeuvres optionally        comprises in the case of the horizontal manoeuvres the following        additional elementary functions:        -   The seventh elementary function FIM_FU(7) for detecting            conflict;        -   The eighth elementary function FIM_FU(8) for proposing a            change of lateral guidance mode;        -   The ninth elementary function FIM_FU(9) for proposing a            change of lateral trajectory;        -   The eleventh elementary function FIM_FU(11) for monitoring            the spacing during the manoeuvre        -   The twelfth elementary function FIM_FU(12) for computing the            weather profile at the waypoints, so as to refine the            predictions of the fourth elementary function FIM_FU(4);        -   The thirteenth elementary function FIM_FU(13) for modifying            the aircraft state for computing the predictions of the            fourth elementary function FIM_FU(4).    -   Thus for the horizontal and vertical manoeuvres, the elementary        functions of the same index can be merged because of an        equivalence relation existing between the horizontal and        vertical manoeuvres.    -   Next, in the fourth step 210 according to FIG. 5, for each        elementary function FIM_FU(i) determined in the third step 208,        one determines whether the elementary function FIM_FU(i) can be        performed in part or entirely by a generic service of the        existing navigation computer 4 DAL+. Thus, on the basis of the        second plurality of the elementary functions FIM_FU(i), a first        list of the elementary functions that can be executed in part or        entirely by at least one generic open service is determined        together with, for each elementary function FIM_FU(i), a first        sub-list of generic open service(s). Stated otherwise, a        correspondence table is established between the elementary        functions FU(i) of the new client service and the generic open        service(s) usable by each of them.    -   Thus, it is determined that the digital core computer 4 DAL+ can        deal with:        -   The fourth elementary function FIM_FU(4) which corresponds            to the generic service Serv_DAL+(1) called for various            intermediate altitudes in the case of vertical FIM            manoeuvres (ITP) and called for various waypoints in the            case of horizontal FIM manoeuvres;        -   The tenth elementary function FIM_FU(10) which corresponds            to the generic service Serv_DAL+(4), for the vertical            guidance mode and the target altitude which are selected in            the context of ITP FIM manoeuvres, and for the lateral            guidance mode and the “navigation element” which are            selected in the context of horizontal FIM manoeuvres.

Thereafter in the fifth step 212, a global cost criterion CG is takeninto account to determine an optimal functional and physicaldistribution of the elementary functions FIM_FU(i) within the onboardavionics system 2 over the set of possible distributions which minimizesthe said global cost criterion CG.

Generally, the global cost criterion “CG” is dependent on severalparameters, including at least the development cost of an elementaryfunction in the DAL+ core computer.

According to a first embodiment CG1 of the global criterion CG, theglobal cost criterion CG1 depends only on the development cost ofelementary functions within the DAL+ core computer and/or DAL+ levelcode library computer.

The other parameters that can be taken into account are: the developmentcost of the communication interfaces between the two computers 4 DAL+and 6 DAL−, the cost in response time, the estimated maintenance cost,the training cost, the cost of maintaining and upgrading the function,and optionally other costs to be defined by the designer.

In the fifth step 212, the same embodiments CG2, CG3, CG4 of the globalcost criterion CG as those considered in the fifth step 112 of thegeneral method of integration 102 can be reused.

Next, in the sixth step 214, the implementation of the computations,interfaces and sequencing of the computations between the two computersDAL+ and DAL− is undertaken according to the optimal functional andphysical distribution of the elementary functions FIM_FU(i) whichminimizes the global cost criterion CG considered.

In the case where the first embodiment CG1 of the global criterion CG isconsidered, that is to say if only the additional development cost ofthe DAL+ core computer is integrated, the method 202 will allocate theelementary functions FIM_FU(4) and FIM_FU(10) to the DAL+ core computer.Since the other elementary functions do not correspond to the criticalfunctional ambit of a flight management system FMS or of an automaticpilot PA, these functions are intended rather to be integrated into aDAL− computer.

In the case where the second embodiment CG2 of the global criterion isconsidered, that is to say if the additional development cost of theDAL+ core computer is integrated with the additional development cost ofthe interfaces, and if these costs alone are considered jointly, themethod will allocate only the elementary function FIM_FU(10) to the DAL+core computer, command of the automatic devices being critical for theaircraft and having to remain managed by a computer of high DAL level.It should be noted that in this case the integration of the fourthelementary function FIM_FU(4) will without doubt be of less good qualityand reliability if it is developed in a DAL− computer of lower DAL.Operational procedures for reducing risk will have to be put in place toalleviate this defect such as graphical monitoring of the disparity,computation by the pilot, confirmation by a ground computer.

In the case of an embodiment of the global cost criterion combining thesecond embodiment CG2 and the third embodiment CG3 of the global costcriterion CG, the method 202 allocates the tenth elementary functionFIM_FU(10), which already exists in the form of a generic service, andthe first elementary function FIM_FU(1), which requires restricteddevelopment, to the core computer 4 DAL+ alone. Indeed, involving as itdoes an altitude for an ITP FIM manoeuvre or a waypoint for an HTMB FIMmanoeuvre, these elements already exist in the DAL+ core computer. Apreselection of an altitude and of a guidance mode is relevant at thelevel of the PA since the interfaces between the PA and the pilot in theaircraft. Likewise, a preselection of the waypoint is relevant at thelevel of the FMS since the interfaces between the FMS and the pilotalready exist. This configuration limits the interface costs since theinterfaces themselves already exist between the pilot and the PA/FM evenif it is necessary to return the preselected elements to the peripheralcomputer 6 DAL− for managing the FIM service.

Finally, in the seventh step 216, the FIM function for manoeuvres forthe relative spacing between aircraft, integrated in an optimal mannerinto the navigation system 2, is executed by coupling the DAL+ corecomputer and the at least one DAL− peripheral computer.

According to FIG. 8 and a first mode of implementation of the FIMfunction for manoeuvres for the relative spacing between aircraftaccording to the method 202 of the invention, the integrated FIMfunction for manoeuvres for the relative spacing between aircraft 302comprises when it is executed by the avionics system 2 a set of steps.

In a first step 304, the DAL− management computer implements thefollowing tasks:

the selection of the navigation element which corresponds to theexecution of the first elementary function FIM_FU(1); the selectednavigation element is the desired flight level for the ITP manoeuvre(vertical FIM), the trajectory element of “Point merge” type for the FIMhorizontal function called “FIM H”);

the selection of the preferred guidance mode which corresponds to theexecution of the second elementary function FIM_FU(2).

This selection is performed by an interface with the operator whohandles the DAL− peripheral computer.

In an alternative, the preferred guidance mode will be a predefined modesuch as for example the OPEN mode for ITP and the LNAV mode for FIM H.

According to a first alternative, the preferred guidance mode is chosenon the DAL+ computer.

According to a second alternative, the desired flight level is chosen onthe DAL+ computer.

On exiting the first step 304, two values are provided:

a desired element called “Desired_Element” which is a desired flightlevel (called “Desired_Level”) for the ITP type vertical FIM manoeuvres,and which is a desired point (called “Desired_Point” for the horizontalFIM manoeuvres referred to as FIM H;

a preferred guidance mode, called in general “Preferred_Guidance_Mode”,and which is referred to in particular as“Preferred_Vertical_Guidance_Mode” for the ITP type vertical FIMmanoeuvres and “Preferred_lateral_Guidance_Mode” for the FIM Hhorizontal FIM manoeuvres.

Next in a second step 306, the DAL− computer implements thedetermination of the intermediate trajectory elements which correspondsto the execution of the first elementary function FIM_FU(1), theintermediate trajectory elements being intermediate altitudes for theITP vertical FIM manoeuvres and intermediate waypoints for the FIM Hhorizontal FIM manoeuvres.

In the case of the ITP vertical FIM manoeuvres, this selection isperformed in a predefined manner by analysing the altitudes situatedbetween the current altitude of the aircraft (Current_Level) and thetarget altitude (Desired_Level), occupied by other aircraft. The DAL−computer is in communication with the receiving computers of thesurrounding traffic, such as the TCAS or a TRAFFIC COMPUTER or aTRANSPONDER.

In the case of the FIM H horizontal FIM manoeuvres, the intermediatetrajectory elements are waypoints created by the second step 306 itself.

According to an alternative, the DAL− peripheral computer will choosethe intermediate elements at predefined intervals.

In the case of the ITP vertical FIM manoeuvres, the intermediatealtitudes are chosen at intervals equal to or less than the flightlevels authorized by the air traffic control. Typically, for levelsauthorized every 1000 ft (1000 feet), the DAL− computer chooses thealtitudes by starting from the aircraft's present flight level, and byincrementing it or by decrementing it in intervals of 1000 ft up or downto the target altitude.

In the case of the FIM H horizontal FIM manoeuvres points equidistantfrom one another are for example chosen so as to ensure good precisionof the interpolations between these points, or characteristic points ofthe lateral trajectory, such as for example the start and end points ofturns, are chosen on the basis of the “point merge” if this pointexists, and on the basis of the FIM Aircraft aircraft otherwise, untilthe end of the manoeuvre (consisting of the runway for the FIMmanoeuvres during the approach for example). For example a distancespacing of 2 NM (nautical miles) or time spacing of 30 seconds can bechosen operationally for approach manoeuvres of HTMB type.

According to an alternative, the DAL+ computer performs the selection ofthe intermediate trajectory elements.

Thus on exiting this second step 306, a set of N intermediate elementsis available in the form for example of a table such as Table 1 below.

TABLE 1 Intermediate Element ITP Context FIM H Context Elt_Int(1)Current_Level = Element_of_navigation = Alt_int(1) e.g. “Point Merge”Elt_Int(2) Alt_int(2) Lateral intermediate trajectory element (2) . . .. . . Elt_Int(k) Alt_int(k) Lateral intermediate trajectory element (k). . . . . . Elt_Int(N) Desired_Level = Manoeuvre end point = Alt_int(N)e.g. Runway.

Thereafter in a third step 308, the predictions at the intermediatetrajectory elements according to the guidance mode are computed by theDAL+ computer according to a first embodiment. This step 308 correspondsto the execution of the third elementary function FIM_FU(3).

In the case of ITP vertical FIM manoeuvres, the climb (or the descent)towards the target altitude is computed by the DAL+ core computer. Thelatter provides predictions at various altitudes, according to theguidance mode chosen, at intervals at least equal to or less than theintervals of the intermediate altitudes. In the example of the 1000 ftof the second step 306, the DAL+ core computer provides predictions ataltitude intervals of less than or equal to 1000 ft. This guaranteesthat the DAL− computer will be able to retrieve sufficient predictionpoints to perform a reliable interpolation at the intermediatealtitudes.

In the case of FIM H horizontal FIM manoeuvres, the lateral trajectorytowards the navigation element and then up to the end of the manoeuvreis computed by the DAL+ core computer. The latter provides predictionsat various intermediate points, according to the guidance mode chosen,at intervals of less than or equal to a minimum interval. With a minimuminterval of 2 NM/30 sec described by way of example in the second step306, the DAL+ core computer will provide predictions at intervals ofless than or equal to 2 NM/30 sec. This guarantees that the DAL−computer can retrieve sufficient prediction points to perform a reliableinterpolation at the intermediate waypoints.

This integration is carried out by the prior art schemes of current DAL+systems (FMS or PA).

The advantage of this solution is that the DAL+ computer does notnecessarily need to know the intermediate elements.

If for example, in a context of ITP vertical FIM manoeuvres, predictionsare delivered every 250 ft, it is certain that the DAL− peripheralcomputer will be able to find good interpolations, whatever theintermediate altitudes. Indeed, aircraft are not authorized to be spacedapart by an altitude of less than 500 ft.

According to an alternative, the DAL+ core computer has access to theintermediate elements and will perform its climb/descent predictions, byproviding predictions at the said intermediate elements. This solutionrequires an additional interface, but avoids the interpolation by theDAL− second computer.

On exiting this third step 308 predictions are available in the form ofa table for example, such as Table 2 below comprising for eachintermediate element as a minimum the position and the time of transit.

TABLE 2 Elt_int(1) Current_Position_set_at Current_Time set atPredicted_Position(1) Predicted_time(1) Elt_int(2) Predicted_Position(2)Predicted_Time(2) . . . Elt_int(k) Predicted_Position(k)Predicted_Time(k) . . . Elt_int(N) Predicted_Position(N)Predicted_Time(N)

Next, in a fourth step 310, the temporal forecast of the traffic of theintermediate elements is computed by the DAL− peripheral computeraccording to the first embodiment. This step corresponds to theexecution of the fourth elementary function FIM_FU(4).

In the case of ITP vertical FIM manoeuvres, the DAL− peripheral computerprovides for each intermediate altitude Alt_int(k) and for each targetaircraft situated on the level and close to the aircraft Traf1(k) . . .TrafNT(k), the predicted position, by using the ground speed of eachaircraft, this speed being retrieved in the prior art by the TCAS or ADSB computers.

For a given traffic m at an altitude k, and starting from an initialposition Pini(m,k), with a ground speed GS(m,k), the estimated positionwill be computed via the formula:Traffic_Position(m,k)=Pini(m,k)+GS(m,k)*(Predicted_Time(k)−Predicted_Time(1))

-   -   In an alternative, the DAL− computer provides the information        necessary for the DAL+ computer on the various aircraft at the        intermediate elements, allowing it to perform the computations        above.    -   In an alternative, the DAL− computer computes the predicted time        Traffic_Time(m,k) in order for the target aircraft (m,k) to        reach the predicted position Predicted_Position(k). For example        in the case of ITP vertical FIM manoeuvres:        Traffic_Time(m,k)=Predicted_Time(1)+[Predicted_Position(k)−Pini(m,k)]/GS(m,k)

According to an alternative, the DAL− peripheral computer computes thepredicted altitude of the ITP aircraft Predicted_Alt(m,k) at the timeTraffic_Time(m,k), via the schemes for interpolating the altitudesarising from table 2 determined in the third step 308.

Identical computations can be performed in the context of horizontal FIMmanoeuvres. In an alternative, the computation will also take intoaccount the vertical evolution of the various intermediate traffic (m,k)on the basis of their aerodynamic slope FPA(m,k) or their vertical speedV/S(m,k).

Thereafter in a fifth step 312, the predicted spacings on theintermediate elements are computed and displayed by the DAL− computeraccording to a first embodiment. This step corresponds to the executionof the sixth elementary function FIM_FU(6).

According to this first embodiment, this involves a longitudinal spatialspacing. For each traffic (m,k), the spacing is expressed by theequation below:Spacing(m,k)=Traffic_Position(m,k)−Predicted_Position(k) in the samehorizontal plane

-   -   By using an axis starting from the FIM aircraft called “FIM        AIRCRAFT”, with an increasing position value as the various        aircraft advance, a negative value of the Spacing indicates that        the target aircraft will still be behind the ITP aircraft when        it crosses the intermediate element Elt_int(k).

According to an alternative, the DAL− computer uses a temporal spacingdefined by the expression:Time_Spacing(m,k)=Traffic_Time(m,k)−Predicted_Time(k)

-   -   A negative value indicates that the target aircraft has passed        the 3D crossing point (Predicted_Position(k), Alt_int(k)) before        the ITP aircraft.    -   According to an alternative, and within the ITP framework, the        DAL− computer computes the computation of the spacing in terms        of altitude at the moment of longitudinal crossing according to        the expression:        Alt_Spacing(m,k)=Alt_int(k)−Predicted_Alt(m,k)    -   A negative value indicates that the target aircraft has passed        the 2D crossing point (Predicted_Position(k)), above the ITP        aircraft.

Next, in a sixth step 314, the “conflict detection” function isimplemented according to the first embodiment by the DAL− peripheralcomputer. The “conflict detection” function uses the followingalgorithm:

-   -   If ∥Spacing(m,k)∥<Tolerance_spacing then    -   Conflict detected=true    -   Else    -   Conflict detected=false    -   Endif        in which Tolerance_Spacing denotes a value managed by DAL−,        arising from ATC recommendations (e.g. 20 NM i.e. 37 km between        the 2 aircraft at the moment of crossing for ITP manoeuvres, and        2 NM/30 sec for FIM H manoeuvres).

According to an alternative, the values of Tolerance_spacing will bedifferent according to the sign of “Spacing”. Indeed, it is preferableto cross behind the target aircraft. A smaller tolerance is possible inthe case of a strictly positive Spacing.

According to an alternative, the conflict detection is performedaccording to a temporal criterion, or a vertical spacing criterion,according to analogous equations.

In the case where a conflict is detected, that is to say Conflictdetected=true, at least one aircraft has too small a spacing during thecrossing manoeuvre. In this case a seventh step 316 of selectingalternative navigation modes and/or elements is implemented by the DAL−peripheral computer according to the first embodiment. In the case whereanother “navigation element” is selected this involves a lower desiredaltitude in the context of vertical FIM manoeuvres for example, or amore distant “point of rejoining of the point merge” in the context of ahorizontal FIM manoeuvre of HTMB type.

According to the first embodiment, the seventh step 316 seeks topreserve the desired element, and commands the DAL+ core computer toexecute the third step 308 for a computation according to a differentguidance mode.

In the case of vertical FIM manoeuvres of ITP type, the target aircraft(m,k) crosses the FIM aircraft in front, the method 302 commands aclimb/descent mode with a greater resulting vertical speed, so that theaircraft (m,k) passes sufficiently far in front.

-   -   In an alternative, the method 302 commands a mode with a lower        resulting vertical speed, so that the aircraft (m,k) passes        sufficiently far (in the sense of the tolerance) behind.    -   In an alternative, the method gives priority to the vertical        guidance mode, and proposes to reduce the desired altitude to        the closest conflict-free flight level; the aircraft will then        climb in several stages, repeating the manoeuvre a little later        to attempt to rejoin the desired level.

In the case of FIM H horizontal FIM manoeuvres, if the target aircraft(m,k) crosses the FIM aircraft with too small a spacing, the method 302commands a low longitudinal speed mode, so that the aircraft (m,k)passes sufficiently far in front.

-   -   In an alternative, the method proposes a higher heading        deviation to lengthen the resulting lateral trajectory

These considerations are valid for temporal and altitude spacings.

In the case where no conflict is detected, that is to say Conflictdetected=false, an eighth step 318 of executing the manoeuvre isimplemented by the DAL+ core computer according to the first embodiment.In this case the DAL+ core computer engages the Preferred_Guidance_Modemode towards the desired navigation element. Since these are guidancemanoeuvres, the DAL+ core computer (FMS or PA) is actually betteradapted, in view of the criticality of the engagement (a higher risk ofpoor engagement by the existing DAL− computer).

A validation by the operator, that is to say the pilot, will beperformed preferably before engagement.

By creating a system with two distinct development level computers, theinvention makes it possible to minimize the cost criterion.

Advantageously, because only what is strictly required for the functionis performed in the existing navigation computer, it is possible tosteer the performance of the latter in terms of response time.

It also makes it possible to safeguard the upgradability of the missioncomputer (CPU/RAM/ROM) in order to be able to address other newfunctions.

The invention makes it possible to:

-   -   Guarantee the strictly minimum development level of the FIM        function, while minimizing the development cost    -   Integrate the human factors into the cost criterion: cost of        familiarization, training and failure management (maintenance)    -   decouple the upgrades of the two computers, and improve        maintainability: The method allows the deployment of the various        functions to be staggered over time without jeopardizing the key        structuring elements of the systems, namely the “DAL+”        computers.    -   make best use of the open architecture concepts that are        beginning to be seen in “DAL+” computers such as for example the        FMS.

The invention claimed is:
 1. A method for functionally and physicallyintegrating a new navigation service to be integrated into an avionicsonboard system, the avionics onboard system comprising: a digital corecomputer DAL+, having a first criticality level DAL+, integrated into aninitial architecture of peripheral computers and of databases havingsecond safety criticality levels DAL−, lower than or equal to the firstcriticality level DAL+, and serving as a server by hosting a firstplurality of generic open services Serv_DAL+(j), and a peripheralcomputer DAL− for managing the new navigation service to be integrated,having a second criticality level DAL−, lower than or equal to the firstcriticality level DAL+, by dispatching service requests to the digitalcore computer DAL+ and/or to the peripheral computers and the databasesof the initial architecture through a communications network; whereinthe method for functionally and physically integrating the newnavigation service comprises the steps consisting in: functionallydecomposing the new navigation service into a second plurality ofelementary functions FU(i), determining, on a basis of the secondplurality of the elementary functions FU(i), a first list of theelementary functions that can be executed in part or entirely by atleast one generic open service, and for each elementary function a firstsub-list of generic open service(s); determining an optimal functionaland physical distribution of the elementary functions FU(i) within theavionics onboard system over a set of possible distributions whichminimizes a global cost criterion CG, dependent on several parameters,including at least an additional development cost of the elementaryfunctions integrated within the digital DAL+ core computer and whichguarantees a DAL level of an aircraft as a whole; and carrying out theintegration of the new navigation service by implementing the elementaryfunctions and their scheduling according to the optimal functional andphysical distribution determined within the onboard avionics system. 2.The method for functionally and physically integrating a new navigationservice according to claim 1, wherein: the optimal functional andphysical distribution of the elementary functions FU(i) within theonboard avionics system over the set of possible distributions isdetermined so as to minimize a first global cost criterion CG1 whichtakes into account only the additional development cost of theelementary functions integrated within the digital DAL+ core computer;and the integration of the new navigation service is carried out byimplementing the elementary functions and their scheduling according tothe optimal functional and physical distribution determined within theonboard avionics system by using the first global cost criterion CG1. 3.The method for functionally and physically integrating a new navigationservice according to claim 1, wherein: the optimal functional andphysical distribution of the elementary functions FU(i) within theonboard avionics system over the set of possible distributions isdetermined so as to minimize a second global cost criterion CG2 whichalso takes into account a development cost of communication interfacesbetween the DAL+ core computer and the peripheral computers, a cost inresponse time and a cost of maintainability so as to minimizecommunication exchanges; and the integration of the new clientnavigation service is carried out by implementing the elementaryfunctions and their scheduling according to the optimal functional andphysical distribution determined within the onboard avionics system byusing the second global cost criterion CG2.
 4. The method forfunctionally and physically integrating a new navigation serviceaccording to claim 2, wherein: the optimal functional and physicaldistribution of the elementary functions FU(i) within the onboardavionics system over the set of possible distributions is determined soas to minimize a third global cost criterion CG3 which also takes intoaccount a development of certain segments of code of low DAL level inthe DAL+ core computer so as to minimize a complexity of the whole witha view to maintenance and evolution; and the integration of the newnavigation service is carried out by implementing the elementaryfunctions and their scheduling according to the optimal functional andphysical distribution determined within the onboard avionics system byusing the third global cost criterion CG3.
 5. The method forfunctionally and physically integrating a new navigation serviceaccording to claim 1, wherein: the optimal functional and physicaldistribution of the elementary functions FU(i) within the onboardavionics system over the set of possible distributions is determined soas to minimize a fourth global cost criterion CG4 which also takes intoaccount use of DAL+ level code libraries in the peripheral computer ofDAL− level so as to minimize the use of resources of the DAL+ corecomputer; and the integration of the new navigation service is carriedout by implementing the elementary functions and their schedulingaccording to the optimal functional and physical distribution determinedwithin the onboard avionics system by using the fourth global costcriterion CG4.
 6. The method for functionally and physically integratinga new navigation service according to claim 1, further comprising anadditional step, executed after having determined an optimal functionaland physical distribution of the elementary functions FU(i) within theonboard avionics system, and consisting in: performance of the newnavigation service being verified and evaluated by emulation orsimulation, and/or performance of the initial services implemented onthe core computer and the peripheral computers being verified.
 7. Themethod for functionally and physically integrating a new navigationservice according to claim 1, wherein: the new navigation service is aFIM navigation service for manoeuvres for a relative spacing betweenaircraft integrated functionally and physically into the onboardnavigation system; and the FIM spacing manoeuvre is characterized by asuccession of elementary functions FIM_FU(i); and the digital DAL+ corecomputer hosts services Serv_DAL+(j) for computing temporal predictionsaccording to a specified guidance mode and which are used for theimplementation of part of the elementary functions making up the spacingmanoeuvre OPEN_FIM, and the digital DAL+ core computer is coupled tocomputers for piloting the aircraft.
 8. The method for functionally andphysically integrating a new navigation service according to claim 7,wherein the generic services Serv_DAL+(j) for computing temporalpredictions according to a guidance mode comprises: a first serviceServ_DAL+(1) for temporal integration with a view to obtainingpredictions according to a vertical guidance mode from among: climb withfixed thrust and longitudinal speed setpoint (CAS, TAS, MACH or GS);mode termed ‘Open Climb’ in the conventional terminology; climb withlongitudinal speed setpoint and vertical speed setpoint (V/S); modetermed “CLIMB VS/SPEED” in the conventional terminology; climb withlongitudinal speed setpoint and slope setpoint (FPA); mode termed “CLIMBFPA/SPEED” in the conventional terminology; descent modes (OPEN DES, VS,FPA, mirroring the climb modes); according to a horizontal guidance modefrom among: acquisition and Holding of heading (Heading mode),acquisition and Holding of Course (Track or Course mode), FMS trajectorytracking (LNAV Lateral Navigation mode), radioelectric beam tracking(VOR, DME, LOC, etc.), acquisition and Holding of lateral roll,acquisition and Holding of attitude, or acquisition and Holding ofvertical attack angle, and a second service Serv_DAL+(2) for integratingthe weather on various levels and in the lateral plane; a third serviceServ_DAL+(3) for selecting a particular configuration as input, a fourthservice Serv_DAL+(4) for dispatching guidance setpoints of the serviceServ_DAL+(1) to the automatic devices of the aircraft.
 9. The method forfunctionally and physically integrating a new navigation serviceaccording to claim 7, wherein the FIM avionics method for the relativespacing manoeuvre comprises the following elementary functions: a firstelementary function FIM_FU(1) for selecting target navigation elementand intermediate elements, a second elementary function FIM_FU(2) forselecting the guidance mode to rejoin the target element, a thirdelementary function FIM_FU(3) for computing the predictions giving aposition and a time of transit of the FIM aircraft over the intermediateelements, a fourth elementary function FIM_FU(4) for forecasting thereference aeroplanes, at the instants corresponding to the time oftransit, a fifth elementary function FIM_FU(5) for selecting a minimumspacing ITP to be complied with, a sixth function FIM_FU(6) forcomputing and displaying the spacing between the FIM aircraft and thereference aircraft over the intermediate elements, and a tenthelementary function FIM_FU(10) for executing the vertical manoeuvre. 10.The method for functionally and physically integrating a new navigationservice according to claim 9, wherein the FIM avionics method for therelative spacing manoeuvres optionally comprises some of the followingadditional elementary functions: a seventh elementary function FIM_FU(7)for detecting conflict, an eighth elementary function FIM_FU(8) forproposing a change of guidance mode, a ninth elementary functionFIM_FU(9) for proposing a change of manoeuvre (vertical or lateral), aneleventh elementary function FIM_FU(11) for monitoring the spacingduring the manoeuvre, a twelfth elementary function FIM_FU(12) forcomputing the weather profile over the FIM zone, at the varioustrajectory elements, so as to refine the predictions of the fourthelementary function FIM_FU(4), and a thirteenth elementary functionFIM_FU(13) for modifying the aircraft state for computing thepredictions of the fourth elementary function FIM_FU(4).
 11. The methodfor functionally and physically integrating a new navigation serviceaccording to claim 9, wherein: the optimal functional and physicaldistribution of the elementary functions FU(i) within the onboardavionics system over the set of possible distributions is determined soas to minimize a first global cost criterion CG1 which takes intoaccount only the additional development cost of the elementary functionsintegrated within the digital DAL+ core computer; and the integration ofthe new navigation service is carried out by implementing the elementaryfunctions and their scheduling according to the optimal functional andphysical distribution determined within the onboard avionics system byusing the first criterion CG1, wherein: the following elementaryfunctions are allocated to and implemented in the digital DAL+ corecomputer: FIM_FU(4) which corresponds to its service Serv_DAL+(1) calledfor various intermediate elements, and FIM_FU(10) which corresponds tothe service Serv_DAL+(4) for the selected guidance mode and the selectednavigation element; while the remaining elementary functions areallocated and implemented in the DAL− peripheral computer.
 12. Themethod for functionally and physically integrating a new navigationservice according to claim 9, wherein: the optimal functional andphysical distribution of the elementary functions FU(i) within theonboard avionics system over the set of possible distributions isdetermined so as to minimize a second global cost criterion CG2 whichalso takes into account the development cost of the communicationinterfaces between the DAL+ core computer and the peripheral computers,the cost in response time and the cost of maintainability so as tominimize the communication exchanges; and the integration of the newclient navigation service is carried out by implementing the elementaryfunctions and their scheduling according to the optimal functional andphysical distribution determined within the onboard avionics system byusing the second global criterion CG2, wherein: the elementary functionFIM_FU(10) which corresponds to the service Serv_DAL+(4) for theselected guidance mode and the selected navigation element is allocatedto and implemented in the digital DAL+ core computer, while theelementary function FIM_FU(4) which corresponds functionally to itsservice Serv_DAL+(1) called for various intermediate elements isallocated and implemented in the DAL− peripheral computer.
 13. Themethod for functionally and physically integrating a new navigationservice according to claim 9, wherein: the optimal functional andphysical distribution of the elementary functions FU(i) within theonboard avionics system over the set of possible distributions isdetermined so as to minimize a first global cost criterion CG1 whichtakes into account only the additional development cost of theelementary functions integrated within the digital DAL+ core computer;and the integration of the new navigation service is carried out byimplementing the elementary functions and their scheduling according tothe optimal functional and physical distribution determined within theonboard avionics system by using the first criterion CG1, wherein: theelementary functions FIM_FU(1), FIM_FU(2) and FIM_FU(10) are allocatedto and implemented in the digital DAL+ core computer, only the functionFIM_FU(10) corresponding to the use of an existing generic serviceServ_DAL+(4) for the selected guidance mode and the selected navigationelement, while the elementary function FIM_FU(4) which correspondsfunctionally to its service Serv_DAL+(1) called for various intermediateelements is allocated and implemented in the DAL− peripheral computer.14. The method for functionally and physically integrating a newnavigation service according to claim 9, wherein the first elementarystep FIM_FU(1) comprises the steps consisting in: selecting a desiredflight level for a vertical manoeuvre, and/or selecting a manoeuvrestart point as in particular a merge point for a lateral manoeuvre. 15.The method for functionally and physically integrating a new navigationservice according to claim 9, wherein the second elementary stepFIM_FU(2) comprises the steps consisting in: selecting a verticalguidance mode for the vertical manoeuvre and a lateral guidance mode forthe lateral manoeuvre, and selecting intermediate altitudes for thevertical manoeuvre and a lateral waypoint for the lateral manoeuvre. 16.The method for functionally and physically integrating a new navigationservice according to claim 9, wherein the third elementary functionFIM_FU(3) comprises the steps consisting in: computing predictions ofcrossing time T for intermediate altitudes according to a selectedvertical guidance mode, up to a desired altitude for an ITP manoeuvre;and/or computing predictions of crossing time T for intermediatepositions according to a selected lateral guidance mode, up to the endof the lateral manoeuvre for an FIM H manoeuvre.
 17. The method forfunctionally and physically integrating a new navigation serviceaccording to claim 9, wherein the fourth elementary function FIM_FU(4)comprises the steps consisting in: forecasting traffic at theintermediate elements up to the instant T.
 18. The method forfunctionally and physically integrating a new navigation serviceaccording to claim 9, wherein the sixth elementary function FIM_FU(6)comprises the steps consisting in: computing the relative spacing interms of position between a crossing prediction and a forecast oftraffic, and comparing it with respect to a fixed threshold in the fifthstep FIM_FU(5).
 19. An avionics onboard system configured to implement anew navigation service and to integrate it functionally and physically,the avionics onboard system comprising: a digital core computer DAL+,having a first criticality level DAL+, integrated into an initialarchitecture of peripheral computers and of databases having secondcriticality levels DAL−, lower than or equal to the first criticalitylevel DAL+, and serving as server by hosting a first plurality ofgeneric open services Serv_DAL+(j), and a DAL− peripheral computer formanaging the new navigation service, having a second criticality levelDAL−, and serving as a client by dispatching service requests to thedigital core computer DAL+ and/or to the peripheral computers and thedatabases of the initial architecture through a communications network,the new navigation service being decomposed into a plurality ofelementary functions FU(i) distributed physically between the digitalcore computer DAL+ and the peripheral management computer DAL− accordingto an optimal distribution scheme determined by the method ofintegration defined according to claim 1, the peripheral managementcomputer DAL− being configured to support an application from among: aMMI, an integrated MSI, a CMU, a TCAS, a TAWS, an EFB, a tablet, aTRAFFIC COMPUTER, or a dedicated generic partition, and the digital corecomputer DAL+ being configured to support an application from among: aflight management system FMS, an Automatic Pilot, or an FMGS systemcombining the FMS and PA functions.